Internal-combustion engine.



H. B. STILZ.

INTERNAL COMBUSTION ENGINE. APPLICATION FlLED MAY 11, 1912.

Patented Dec. 12, 1916.

vmechanism illustrated in the HARRY B, STILZ, OF PHILADELPHIA, PENNSYLVANIA,

. INTERNAL-COMBUSTION ENGINE.

Specification of'Letters'Patent.

Application filed May 17, 1912. SerialNo'. 697,894.

To all 'whom' it in (13 conr-m-n Be it knownvthat I, l-l'nnux B. Sum, a citizen of .the United States, residing at 1"l'iilndelpl1ia,'in the county of Philadelphia and State of leims \'l'\'ania, have invented a new and useful lnternnl-Con'1busti0n Engine, ,of which the following is a specification.

Myinrention relates to improvements in internal combustion engines in which c0mbustion takes plai-iat constant pressure, the air operated upon, being con'ipressed in separate cylinders, up to the. maximum pressm'eattained in the cycle? and then introdur-wl into the working cylinder, together with a supply of atomized oil. the burning of which produces :1 high temperature with an associairul expansion in the working uses, a further expansion taking place durin; the time of the then remaining portion of the stroke of the piston within the working cylinder after the supply of C )llil)l'QSSO(l air and oil has been out cit; and the objects of my in'iprovement are, first, to keep thenir at the lowest temperature possible during compression;- second, tosecure a uniform mixture of air and ZltOll'ilZGd oil during-ad mission Ito-the working cylinder. and third, to reduce heat losses during the period of expansion. I attain these objects by the accompanying drawings, in wl'iich Figure 1 is a plan View of'the' entire. engins; Fig. 2 is a front elevation with the crank case shown in-section;=Fig. 3 is. a sectional View through the axes of the cyli.n-- 'ders; Fig. e is apart section through the expansion-cylinder and head, at the admisslonvelve, wlth the operating mechanism therefor n elevation; and Fig. 5 1s a 'hOI'l- "zontsil seetionof-n part of the cylinder head 6n the line m'm of Figr t.

The engine here shown comprises three cyliijidersi the piston inthe power or expension cylinder 6 driving a shaft through the usual crank and connecting rod and like- Wise, through special connecting rods and the rocker arm 13, operating the two-stage air compressonhaving cylinders 2 and 4. Brackets on the top of cylinderti carry a cam shaft, 'which is: drirenfroni the main shaft-through two sets of bevel gear-s3; the cams thereon operatethe admission vnlte 9, the auxiliary exhenst' valve 8 and the "fuel oil pump .7. 'lhe'main exhaust yah'ie 10, through thejwalls of cylinder 6, is uncovered PatentedDeo. 12,1916.

by :the .piston when it reaches the lower end 0f its-stroke.

1 is a cooling chamber,through which the air must pass before entering the compressor and 3 is an intermediate receiver for the'a'i'i, between the two stnges o'f its compression. Both 1 and 3, preferably, contain pipe coils,

through which is circulated 3- liquid having.

a very low temperature,

A reservoir 5, between the air oon'ipressor,

and the power cylinder (3, supplies; reserve.

energy for the engine while in ope fiition and:

likewise ail ords means for glue self-starting.

The auxiliary exhaust valve 8-1softhe -usual construction, puppettype, and'is operated by a cam, through the lever shown;

The adniissionvalve-i? is springseute'd and opened by its ca-moperated lever. The valve bonnet l1 vis provided with a 'stufii'n'g box and is-serewed into the headof cylinder 6, which is so constructedns to form an fair tight hod-ynround this valve. Co-a i'rial with valve 9 is a duct 15, for conveyingtlie coni-- bustible-into the cylinder. 'Ihe'fuel-bilfdlivery pipefrom pump 7 is connected to duct 15, at the-top, by union 16.. At the bottom, this ductis enlarged to receive the spiral 12, aroundwhich the. fuel mustcirculate in its forward movement, thus establishing a violently rotating strezun, which, upon escaping from the small delivery orifice 19,

into the cylinder, causes it to spread out-as over thesurfaceof ancone.

the valve body tnngentinllyithrough.port,14

, the cylinder head and top of the piston respectively. These retain sufiicientheat between ignitions to ignite each subsequent charge, after the engine has been in operation a very short time. They likewise reduce the heat losses to the water jacket of the cylinder.

The efiiciency of this type of engine is greatly increased by maintaining the air at a low temperature during compression. Therefore, for engines of large ower, it will be advisable to circulate u refr1gerat-ing fluid through the pi e coils located in chamhers I and 3, as well as through the jackets of cylinders 2 and 4.. This refrigeration can be producedto advantage by means of the well known absorption process for liquefyi'ng ammonia, utilizing the heat within the exhaust gases from the engine for effecting this process.

Assumin .that the reservoir 5 is still charged with compressed air from a previous run, and that the piston in 6 is just past dead center at the top, the operation of the engine is as follows: he oil supply to pump 7 is opened and the igniter 18 is thrown into action. Thevalve 17 is then thrown open and the air pressure from the reservoir 5 starts the engine. Valve 9 cuts off after a short portion of the stroke of the piston has been made and the gases confined within the c linder expand adiabatically to the end of tie stroke, when the main exhaust valve 10 is opened, relieving the charge to atmospheric pressure. The auxiliary exhaust 8 opens at the same time and remains open during a portion of the return stroke of the piston, closin 'in time to compress the gas then withint e cylinder up to the pressure of admission, when valve 9 opens at the.

upper dead center. The air from '5 through 14 and the oil from 7 through 19 then enter the cylinder, forming a uniform mixture, which is ignited by 18 and the operation continued as before. ,While the engine is in operation, a sup 1y of compressed air is continually being ed into reservoir 5, by the air compressor, which=draws air from the atmosphere, through the cooler 1, into the low ressure cylinder 2, from which it is delivered through the intercooler 3, into the high pressure cylinder 4 and there further not desire-to be limited to the exact structural details thus illustrated and described,

but intend to cover all forms and arrangements, which come within the terms employed in the definitions of my invention constituting the appended claim I claim- 1. A valve having a fuel nozzle centrally located thereimsaid nozzle having means for projecting a cone shaped film of fuel from the orifice in the end thereof, the body of said valve havin means therewith for discharging-the air t erefrom in a whirling current around said film of fuel and means for opening said valve and causing a simultaneous flow of fuel throu h said nozzle.

2. A valve having an inde endent assage therethrough for a combusti 1e, an air-tight body inclosing said valve, means for causlng a "aseous fluid to pass through said body an be discharged therefrom in a whirling current over the seat of said valve and means for opening said valve and causing a simultaneous flow of combustible through said passage. d

3. valve havin in ependent assa therethrongh for to fluids leadin g to common final discharge orifice through concentric individual orifices, the inner individual orifice havin means therewith for discharging the fiui therefrom in a hollow cone-shaped film, means for producing a rotary motion in the fluids while -passing through said common final discharge orifice and means for controlling the fluids at their respective individual discharge orifices so that simultaneous flows of said fluids may be effected intermittently through said valve.

4. The combination with a cylinder and pistom; an air com ressor, a fuel-oil porn and an exhaust va vc on said cylinder, 0 an admission valve having an airtight body, a conduit leading tan ntially into the space within said body, a fil axial with said valve terminated by a small delivery orifice, aspiral overlying said passage and means for opening said valve and simultaneously operating said pump.

5. In combination with a: c linder and a piston, an air compressor, a uel oil pump and an exhaust valve on said cylinder, of an air admission valve having a fuel nozzle centrall located therein with delivery direct and in ependent in said engine cylinder,

el supply passage co means for whirling the air admitted through and simultaneously causing a flow of fuel said valve around the delivery orifice in said through said nozzle. fuel nozzle, a. conduit between said com- HARRY B. STILZ.

pressor and said admission valve, a conduit \Vitnesses: 5 between said 011 pump and said fuel nozzle GEO. NEBEKER, and means for opening szud admission valve- E. G. STILZ. 

